Electronic control of a transmission

ABSTRACT

A recreational vehicle is provided including a power source, such as an engine or an electric motor, and a transmission having a variable gear ratio. A sub-transmission coupled to an output of the transmission includes a plurality of selectable gear configurations including park gear and at least one of a forward gear, a neutral gear and a reverse gear. An electronic controller is operative to electronically control the gear configuration of the sub-transmission in response to a set of conditions.

PRIORITY

The present application is a Continuation-In-Part of U.S. applicationSer. No. 14/554,648, filed Nov. 26, 2014, entitled ELECTRONIC SHIFTINGOF A TRANSMISSION, the priority of which is hereby claimed and thedisclosure of which is hereby incorporated by reference in its entiretyfor all that it teaches and for all purposes.

FIELD OF THE DISCLOSURE

The present disclosure relates to an electronically controlledtransmission, and more particularly to systems and methods forelectronically controlling a sub-transmission of a recreational vehicle.

BACKGROUND AND SUMMARY

Some recreational vehicles, such as all-terrain vehicles (ATV's),utility vehicles, motorcycles, snowmobiles, etc., include anelectronically controlled transmission. In recreational vehicles with anelectronically controlled transmission, a separate sub-transmission istypically coupled to an output of the electronically controlledtransmission for shifting between park, neutral, reverse, low-forwardand high-forward gear configurations. Sub-transmissions, also referredto as a range box, are mechanically linked to a shifter located in theoperator area. The mechanical linkage may include cables and otherlinkages.

Due to the versatility of many recreational vehicles, variouscircumstances can arise that may not be present for non-recreationalvehicles. For example, a user of a recreational vehicle may not shiftthe sub-transmission into park after keying off the vehicle. As anotherexample, a user may try to shift the sub-transmission under impropervehicle conditions, which may result in damage to the powertrain of thevehicle. As even another example, a user may select different operatingmodes when using the vehicle for different purposes.

Accordingly, in an embodiment of the present disclosure, a recreationalvehicle is provided including a chassis, a ground engaging memberconfigured to support the chassis, and a power source supported by thechassis. The power source includes at least one of an engine and anelectric motor. The vehicle further includes an ignition incommunication with the power source and the ignition having an on-stateand an off-state. The vehicle further includes a transmission driven bythe power source. The vehicle further includes a sub-transmissioncoupled to the transmission. The sub-transmission having a plurality ofselectable gear settings including a park gear setting and at least oneof a forward gear setting, a reverse gear setting, and a neutral gearsetting. The vehicle further includes an actuator operative to changethe gear setting of the sub-transmission. The vehicle further includes ashifter including a signal output operative to provide a shift requestsignal indicative of a request to change the gear setting of thesub-transmission. The vehicle further includes at least one sensorconfigured to detect at least one first speed value selected from agroup of a ground speed of the vehicle and a speed of a component of thevehicle. The vehicle further includes a controller including aprocessor. The controller is in communication with the actuator, the atleast one sensor, and the shifter, wherein the controller controls theactuator to set the gear setting to the park gear setting in response toa first set of park condition signals, wherein the first set of parkcondition signals comprise: the ignition being in the off-state, thesub-transmission having a gear setting other than the park gear settingand the at least one sensor indicating that the first speed value is ator below a threshold.

In another illustrated embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a ground engagingmember configured to support the chassis, and a power source supportedby the chassis. The power source includes at least one of an engine andan electric motor. The vehicle further includes an ignition incommunication with the power source and the ignition having an on-stateand an off-state. The vehicle further includes a transmission driven bythe power source. The vehicle further includes a sub-transmissioncoupled to the transmission. The sub-transmission having a plurality ofselectable gear settings including a park gear setting and at least oneof a forward gear setting, a reverse gear setting, and a neutral gearsetting. The vehicle further includes an actuator operative to change agear configuration of the sub-transmission. The vehicle further includesa shifter including a signal output operative to provide a shift requestsignal indicative of a request to change the gear setting of thesub-transmission. The vehicle further includes at least one sensorconfigured to detect at least one first speed value selected from agroup of a ground speed of the vehicle and a speed of a component of thevehicle. The vehicle further includes a controller including aprocessor. The controller being in communication with the actuator, theat least one sensor, and the shifter. The controller controls theactuator to set the gear setting of the sub-transmission to a requestedgear setting in response to a shift request for the requested gearsetting when a first set of shift conditions are satisfied and whereinthe controller controls the actuator to cause the gear setting to remainin a current gear setting in response to a shift request for the targetgear setting when the first set of shift conditions are not satisfied.The first set of shift conditions comprise: the first speed valuedetected by the at least one sensor being within a defined range.Furthermore, when the controller causes the gear setting to remain acurrent gear setting due to the first set of shift conditions not beingsatisfied, the vehicle continues to monitor the first speed value andupon the speed value satisfying the first set of shift conditions, thecontroller instructs setting the gear setting of the sub-transmission tothe requested gear setting without requiring reception of an additionalshift request signal for the requested gear setting.

In yet another illustrated embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a ground engagingmember configured to support the chassis and a power source supported bythe chassis. The power source includes at least one of an engine and anelectric motor. The vehicle further includes a transmission driven bythe power source. The vehicle further includes a sub-transmissioncoupled to the transmission. The sub-transmission having a plurality ofselectable gear configurations including at least one of a park gearsetting, a forward gear setting, a reverse gear setting, and a neutralgear setting. The vehicle further includes a sub-transmission actuatoroperative to change a gear setting of the sub-transmission. The vehiclefurther includes a shifter including a signal output operative toprovide a shift request signal indicative of a request to change thegear configuration of the sub-transmission. The vehicle further includesa user interface comprising a plurality of selectable operating modes,the plurality of selectable operating modes including a plow mode. Thevehicle further includes a controller including a processor. Thecontroller is in communication with the sub-transmission actuator andthe interface, wherein the controller, when a first mode is selected viathe interface, prevents the sub-transmission from being placed in afirst gear setting when a shift request signal that requests the firstgear setting is received.

Another embodiment provides a method of operating a recreational vehicleincluding: receiving an indication of a vehicle ignition being in one ofan on-state and an off-state; receiving an indication of asub-transmission setting selected from the group including a park gearsetting and at least one of a forward gear setting, a reverse gearsetting and a neutral gear setting; receiving an indication of at leastone first speed value selected from a group of a ground speed of thevehicle and a speed of a component of the vehicle; and emitting a signalto place the sub-transmission in a park setting when a first set of parkconditions is satisfied, the first set of park conditions including: theignition being in the off state, the sub-transmission having a gearsetting other than the park gear setting; and the first speed valuebeing at or below a threshold.

Another embodiment provides a method of operating a recreational vehicleincluding: receiving an indication of a first speed value for thevehicle, the first speed value selected from a group of a ground speedof the vehicle and a speed of a component of the vehicle; receiving ashift request signal indicative of operation of a shifter requesting achange in gear setting of a sub-transmission; providing a control signalrequesting setting the gear setting of the sub-transmission to arequested gear setting in response to a shift request for a requestedgear setting when a first set of shift conditions are satisfied, andcausing the gear setting to remain in a current gear setting in responseto a shift request for the requested gear setting when the first set ofshift conditions are not satisfied, the first set of shift conditionsincluding: the first speed value being within a defined range, and whenthe controller causes the gear setting to remain a current gear due tothe first set of shift conditions not being satisfied, continuing tomonitor the first set of shift conditions and upon satisfying the firstset of shift conditions, the controller instructs setting the gearsetting of the sub-transmission to the requested gear setting withoutrequiring reception of an additional shift request signal for therequested gear setting.

Another embodiment provides a method of operating a recreational vehicleincluding: receiving a signal requesting an operational mode for thevehicle; causing the vehicle to adopt the operational mode; receiving arequest to place a sub-transmission of the vehicle in a first gearsetting; and preventing a sub-transmission from being placed in thefirst gear setting based upon the requested first gear setting and theoperational mode of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an exemplary vehicle incorporating theelectronically controlled sub-transmission of the present disclosure;

FIG. 2 is a block diagram of an exemplary control system of the vehicleof FIG. 1 including the electronically controlled sub-transmission;

FIG. 3 is a block diagram of an exemplary implementation of the controlsystem of FIG. 2 including a vehicle control module in communicationwith an engine control module;

FIG. 4 is a block diagram illustrating an exemplary control strategy forelectronically controlling the sub-transmission of FIG. 2;

FIG. 5 is a block diagram illustrating another exemplary controlstrategy for electronically controlling the sub-transmission of FIG. 2;

FIG. 6 is a block diagram illustrating another exemplary controlstrategy for electronically controlling the sub-transmission of FIG. 2;

FIG. 7 is a perspective partial side view of a plow blade and plow-bladelinkage of FIG. 1, according to an embodiment.

FIG. 8 is a perspective partial side view of the vehicle of FIG. 1illustrating an example shifter and a steering wheel according to anembodiment;

FIG. 9 is a perspective top view of the example shifter of FIG. 8including control input devices for controlling an accessory;

FIG. 10 is a perspective view of an exemplary gauge of FIG. 2, accordingto an embodiment; and

FIG. 11 is a perspective view of another exemplary vehicle incorporatingthe electronically controlled sub-transmission of the presentdisclosure.

Corresponding reference characters indicate corresponding partsthroughout the several views. The exemplification set out hereinillustrates embodiments of the invention, and such exemplifications arenot to be construed as limiting the scope of the invention in anymanner.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed herein are not intended to be exhaustive orlimit the disclosure to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings.

The term “logic” or “control logic” as used herein may include softwareand/or firmware executing on one or more programmable processors,application-specific integrated circuits (ASICs), field-programmablegate arrays (FPGAs), digital signal processors (DSPs), hardwired logic,or combinations thereof. Therefore, in accordance with the embodiments,various logic may be implemented in any appropriate fashion and wouldremain in accordance with the embodiments herein disclosed.

Referring initially to FIG. 1, an exemplary vehicle 10 is illustratedthat includes an electronically controlled sub-transmission as disclosedherein. Vehicle 10 is illustratively a side-by-side ATV 10 including afront end 12, a rear end 13, and a frame or chassis 14 that is supportedabove the ground surface by ground engaging members in the form of apair of front wheels 21 a including tires 20 a and a pair of rear wheels21 b including tires 20 b. Vehicle 10 includes a pair of laterallyspaced-apart bucket seats 17 a, 17 b, although a bench style seat or anyother style of seating structure may be used. Seats 17 a, 17 b arepositioned within a cab 16 of vehicle 10. A protective roll cage 15extends over cab 16 to reduce the likelihood of injury to passengers ofvehicle 10 from passing branches or tree limbs and to serve as a supportin the event of a vehicle rollover. Roll cage 15 includes a plurality ofsupport bars and, in one embodiment, is comprised of a metal material.Cab 16 also includes front dashboard 31, adjustable steering wheel(steering input device) 28, and shift lever 29. Front dashboard 31 mayinclude a tachometer, speedometer, a display (e.g., display 106 of FIG.2), or any other suitable instrument.

Front dashboard 31 may also include an ignition (not shown) having anon-state and an off-state. In embodiments, the ignition receives anignition key and the ignition key is turned to an “on” setting forturning on the vehicle 10; or, in embodiments, the ignition is apush-button start ignition system such that an ignition key (or token)only needs to be in the proximity of the ignition system, followed byactivation of a push-button start in order to turn on the vehicle 10. Inembodiments, when an ignition key for the vehicle 10 is either insertedinto the ignition and turned to an “on” setting or the ignition key (ortoken) is in the proximity of the ignition system followed by activationof a push-button start, the ignition may be referred to herein as beingin an “on-state.” If the ignition is not turned to an on setting or hasnot been activated by a push-button, the ignition may be referred toherein as being in an “off-state.”

To determine an on-state or off-state, the vehicle 10 may include anignition sensor 85 (shown in FIG. 2.) The ignition sensor 85, as well asany of the other sensors discussed herein, can be hall-effect sensors.

Front end 12 of vehicle 10 includes a hood 32 and a front suspensionassembly 22. In embodiments, front end 12 also includes a plow-bladelinkage 23 that couples a plow blade 24 to the chassis. An exemplaryplow-blade linkage 23 is shown in FIG. 7 below. Front suspensionassembly 22 pivotally couples front wheels 21 a to vehicle 10. Rear end13 of vehicle 10 includes an external storage platform 18 which servesas an engine cover extending over a power source, such as an engine 42(see FIG. 2). Storage platform 18 is configured to secure or store oneor more objects during operation of vehicle 10. Rear end 13 furtherincludes a rear suspension assembly (not shown) pivotally coupling rearwheels 21 b to vehicle 10. In one embodiment, a body of vehicle 10 ismade of a plastic, including for example hood 32, storage platform 18,and/or side panels of vehicle 10. Other suitable vehicles may beprovided that incorporate the drive system and control strategiesdescribed herein, such as a snowmobile, a straddle-seat ATV (e.g., seevehicle 310 of FIG. 11), a utility vehicle, a motorcycle, and otherrecreational and non-recreational vehicles.

Referring to FIG. 2, an exemplary control system 40 of vehicle 10 ofFIG. 1 is illustrated including an engine 42 and a transmission 48. Inembodiments, the transmission 48 is a continuously variable transmission(CVT) 48. As such, the transmission 48 may be referred to herein,interchangeably, as CVT 48. In embodiments, the CVT 48 includes aprimary or drive clutch 50 and a secondary or driven clutch 52. Anendless, variable speed belt 54 is coupled to the primary and secondaryclutches 50, 52. Engine 42 includes an output shaft 44 configured todrive primary clutch 50 of CVT 48. Rotation of primary clutch 50 istransferred to secondary clutch 52 via belt 54. An output shaft 46 ofsecondary clutch 52 is coupled to and drives a sub-transmission 56, andan output shaft 74 of sub-transmission 56 is coupled to a final drive 58for driving wheels 24 (see FIG. 1). In one embodiment, sub-transmission56 is geared to provide a high forward gear setting, a low forward gearsetting, a reverse gear setting, a neutral gear setting, and a park gearsetting for vehicle 10 of FIG. 1. Fewer or additional gear settings maybe provided with sub-transmission 56. Final drive 58 includes drive linecomponents downstream of sub-transmission 56, including a drive shaft ora propeller shaft, one or more axles, differential(s), and driven wheels24, for example.

An electronic controller 37 of control system 40 is operative to controlthe transmission 48, engine 42, sub-transmission 56, and plow-bladelinkage 23, as described herein. Controller 37 includes at least oneprocessor 38 that executes software and/or firmware stored in memory 39of controller 37. The software/firmware code contains instructions that,when executed by processor 38, causes controller 37 to perform thefunctions described herein. Controller 37 may alternatively include oneor more application-specific integrated circuits (ASICs),field-programmable gate arrays (FPGAs), digital signal processors(DSPs), hardwired logic, or combinations thereof. The processor(s) 38 ofcontroller 37 illustratively includes engine control logic 33 operativeto control engine 42, transmission control logic 34 operative to controltransmission 48, sub-transmission control logic 35 operative to controlsub-transmission 56, and plow-blade control logic 36 operative tocontrol plow-blade linkage 23 via a plow-blade-linkage actuator 87.Since transmission 48 may be a CVT 48, transmission control logic 34 maybe CVT control logic 34 and, therefore, transmission control logic 34may be referred to herein as CVT control logic 34. Controller 37 may bea single control unit or multiple control units functioning together toperform the functions of controller 37 described herein. Controller 37may include additional components for routing signals to and fromcontroller 37. Engine control logic 33, CVT control logic 34,sub-transmission logic 35, and plow-blade control logic 36 may beprovided on a same processing device or two or more different processingdevices. For example, in one embodiment CVT control logic 34 andsub-transmission logic 35 are provided on a designated vehicle ortransmission control module physically separate from and incommunication with an engine control module (ECM) of vehicle 10 thatcontains engine control logic 33 and a winch control module of vehicle10 that contains plow-blade control logic 36. Other suitable controllerarrangements may be provided.

Memory 39 is any suitable computer readable medium that is accessible byprocessor 38. Memory 39 may be a single storage device or multiplestorage devices, may be located internally or externally to controller37, and may include both volatile and non-volatile media. Exemplarymemory 39 includes random-access memory (RAM), read-only memory (ROM),electrically erasable programmable ROM (EEPROM), flash memory, CD-ROM,Digital Versatile Disk (DVD) or other optical disk storage, a magneticstorage device, or any other suitable medium which is configured tostore data and which is accessible by controller 37.

Primary clutch 50 of CVT 48 rotates on a shaft that is driven by theoutput shaft 44 of engine 42. In one embodiment, primary clutch 50includes a stationary sheave and a moveable sheave that moves relativeto the stationary sheave to adjust the gear ratio. CVT control logic 34of controller 37 is operative to control an actuator assembly 80 forcontrolling the position of the moveable sheave of primary clutch 50 andthus the gear ratio of CVT 48. In particular, actuator assembly 80includes a motor 76 controlled by CVT control logic 34 that adjustsprimary clutch 50 to provide a target gear ratio. In an exemplaryembodiment, motor 76 is an electric motor such as a stepper motor, forexample, although another suitable electric or hydraulic motor may beprovided. In one embodiment, actuator assembly 80 and/or controller 37includes a motor drive that controls motor 76 based on control signalsprovided with CVT control logic 34. Alternatively, CVT control logic 34may control a relay for selectively routing power to motor 76 forcontrolling motor 76.

In one embodiment, secondary clutch 52 is a mechanically controlledclutch 52 and includes a stationary sheave and a moveable sheave (notshown). Secondary clutch 52 is configured to control the tension of belt54 of CVT 48 as primary clutch 50 is adjusted. In an alternativeembodiment, controller 37 and actuator assembly 80 further controlssecondary clutch 52 of CVT 48. A shaft 46 of secondary clutch 52 drivessub-transmission 56 (see FIG. 2). Belt 54 wraps around the primary andsecondary clutches 50, 52 and transfers rotational motion of primaryclutch 50 to secondary clutch 52.

A clutch assembly 45 is coupled to output shaft 44 of engine 42 to serveas a starting or launch clutch for primary clutch 50. In one embodiment,clutch assembly 45 is a dry centrifugal clutch integrated into primaryclutch 50. Clutch assembly 45 is disengaged from primary clutch 50 whenengine 42 is at engine idle speed. As the engine speed and thecorresponding rotational speed of clutch assembly 45 increases to athreshold speed greater than engine idle speed, the centrifugal forceacting on clutch assembly 45 forces clutch assembly 45 into engagementwith primary clutch 50. The engine speed, according to one embodiment,refers to the rotational speed (i.e., revolutions per minute (RPM)) ofthe output shaft 44 of engine 42. When the rotational speed of shaft 44decreases below the threshold clutch engagement speed, the reducedcentrifugal force causes clutch assembly 45 to disengage from primaryclutch 50 of CVT 48. For additional details of an exemplary CVT 48, seeU.S. patent application Ser. No. 13/652,253, filed Oct. 15, 2012,entitled PRIMARY CLUTCH ELECTRONIC CVT, the entire disclosure of whichis expressly incorporated by reference herein.

Sub-transmission control logic 35 of FIG. 2 is operative to control anactuator 57 for controlling a gear setting of sub-transmission 56. Inone embodiment, sub-transmission actuator 57 is mounted tosub-transmission 56. In an exemplary embodiment, sub-transmissionactuator 57 includes an electric motor, such as a stepper motor or othersuitable motor, although any suitable sub-transmission actuator 57 maybe provided. Controller 37 and/or sub-transmission actuator 57 includesa motor drive that controls the motor based on control signals providedwith sub-transmission control logic 35. Alternatively, sub-transmissioncontrol logic 35 may control a relay for selectively routing power tosub-transmission actuator 57 for controlling sub-transmission actuator57. In one embodiment, sub-transmission actuator 57 includes a manualoverride that allows sub-transmission 56 to be manually shifted by anoperator with a mechanical tool.

Still referring to FIG. 2, a throttle operator 60 including a positionsensor is coupled to an input of controller 37, and engine control logic33 electronically controls the position of a throttle valve 62 of engine42 based on the detected position of throttle operator 60 to regulateair intake to, and thus the engine speed of, engine 42. Throttleoperator 60 may include an accelerator pedal, a thumb actuated lever, atwist grip, or any other suitable throttle input device that, whenactuated by an operator, is configured to provide an operator throttledemand to controller 37. For additional disclosure of electronicthrottle control provided with controller 37, see U.S. patentapplication Ser. No. 13/152,981, filed Jun. 3, 2011, entitled ELECTRONICTHROTTLE CONTROL, the entire disclosure of which is expresslyincorporated by reference herein.

A brake operator 68 including a position or pressure sensor is alsocoupled to an input of controller 37. Brake operator 68 includes, forexample, a foot pedal, a hand brake, or another suitable brake inputdevice. Controller 37 detects an application (e.g., actuation) of brakeoperator 68 based on a signal provided by the position or pressuresensor of brake operator 68.

A display 106 is coupled to controller 37 for displaying vehicleoperation information to an operator. Exemplary information provided ondisplay 106 includes vehicle speed, engine speed, fuel level, clutchposition or gear ratio of CVT 48, a gear setting of sub-transmission 56,selected operating mode, and other suitable information.

In embodiments, display 106 is incorporated into a gauge 107. Inembodiments, the gauge 107 is the gauge 107 depicted in FIG. 10. A gauge107 provides a user interface in a location that easily accessible to auser operating the vehicle 10. Preferably, the gauge 107 is mountedadjacent the driver's seat on the dashboard and/or integrated with thedisplay 107 within the vehicle 10. In embodiments, gauge 107 includesuser inputs that the driver or a passenger can select. In embodiments,different types of operating modes can be selected by a driver or apassenger of the vehicle 10. Exemplary operating modes include a plowmode, a work mode, a snow/ice mode, a sport mode, a learner mode, andother suitable modes. For additional details of an exemplary gauge 107,see U.S. patent application Ser. No. 14/190,369, filed Feb. 26, 2014,entitled RECREATIONAL VEHICLE INTERACTIVE VEHICLE INFORMATION and U.S.patent application Ser. No. 14/770,424, filed Aug. 25, 2015, entitledRECREATIONAL VEHICLE INTERACTIVE TELEMETRY, MAPPING AND TRIP PLANNINGSYSTEM, the entire disclosures of which are expressly incorporated byreference herein.

In addition, or alternatively, to being able to select an operating modeusing the gauge 107, one or more mode selection devices 64 incommunication with controller 37 may be included in the control system40. In embodiments, the one or more mode selection devices 64 areactuated by an operator to select an operating mode of vehicle 10.Exemplary operating modes include a plow mode, a work mode, a snow/icemode, a sport mode, a learner mode, and other suitable modes. In oneembodiment, engine control logic 33 provides variable throttle responsecurves based on the selected mode, for example as described in U.S.patent application Ser. No. 13/152,981, filed Jun. 3, 2011, entitledELECTRONIC THROTTLE CONTROL, the entire disclosure of which is expresslyincorporated by reference herein. Mode selection device 64 includes atoggle switch or a code entered via display 106, for example. In oneembodiment, mode selection device 64 includes an ignition key having anidentifier (e.g., RFID) that is readable by controller 37 for selectinga particular mode of operation. As described herein, sub-transmission 56is controlled based on the selected operating mode.

In embodiments, vehicle 10 includes one or more shifters (e.g., shifter55) actuated by an operator for sending shift requests to controller 37for shifting between gear settings of sub-transmission 56, as describedherein. In addition or alternatively, a shift request may be made usinga CAN Bus of the vehicle 10, a gauge (e.g., the gauge 107 described inmore detail below), a phone and/or other remote device. In oneembodiment, shifter 55 includes the example shifter 29 of FIGS. 1, 6,and 7.

In embodiments, vehicle 10 includes speed sensors 59 that providesignals to controller 37 representative of a determined speed of thevehicle 10. Examples of speeds for the vehicle 10 can include, but arenot limited to, an engine speed, a rotational speed of a wheel (or otherground engaging member), a linear ground speed of the vehicle 10 (asdetermined by, for example, Radar, Lidar or a global navigationsatellite system (GNSS)), a rotational speed of primary clutch 50 and/orsecondary clutch 52, and/or a speed of other components of the vehicledrive train (for example, a drive shaft or a propeller shaft). In oneembodiment, the rotational speed of the secondary clutch is determinedby measuring the RPMs of the output shaft 46. One or more of thedetermined speeds may be used in a control strategy for electronicallycontrolling the sub-transmission, as described below in FIGS. 4-6 below.

In embodiments, vehicle 10 further includes shift sensors 82 thatprovide signals to controller 37 representative of a position of shifter55 and/or a position of the shift-drum of the sub-transmission 56 of thevehicle 10. The shift sensors 82 may be the shift sensor 108 and theshift-drum sensor 110 depicted in FIG. 3.

In embodiments, the controller 37 is a proportional-integral-derivative(PID) controller 37 that positions the shift drum in response to a shiftrequest. As an example, a shift sensor 82 senses the position of theshift drum and when a shift is requested via the shifter 55 (or CAN bus,gauge 107, phone and/or other remote device), the PID controller 37repositions the shift drum in response to the shift request. As theshift drum approaches the targeted gear setting, the PID loop ramps downand slows the repositioning of the shift drum to preventover-travelling. In embodiments, before repositioning the shift drum,the controller 37 may perform a final diagnostic check of the controlsystem 40. In embodiments a final diagnostic check includes redundancychecks on the sensors 59, 66, 82, 84, 85, 88 and determining whetherthere are any overcurrents on the VCM 102 pins (see FIG. 3 anddescription related thereto below).

Additionally, in embodiments, the PID controller 37 may be used tomonitor the current position of the shift-drum of the sub-transmission56 (i.e., before a shift request or after a shift request) to ensure theshift-drum is in an appropriate position for the current gear setting ofthe sub-transmission 56. For example, the shift sensor 82 may sense aposition of the shift drum and if the shift sensor 82 senses that theposition of the shift drum has been moved by external forces (e.g.,vibration) outside of a predetermined bound, the sub-transmissioncontrol logic 35 will be programmed so that the PID controller 37 sendsa signal to the sub-transmission actuator 57 to return thesub-transmission 56 to the appropriate gear position. In embodiments,the predetermined bound of the position of the shift drum may be equalto or less than a 20 degree offset from a target position for the shiftdrum. In embodiments, the shift-drum and the shifter 55 have redundantshift sensors 82 to enable full plausibility checks. For PIDcontrollers, the gains may be changed by changing the control variablesto ensure the correct point on the shift drum. Alternatively to a PIDcontroller 37, the controller 37 may involve using a current control todrive to a specific degree on the shift drum. In even other embodiments,the controller 37 includes using relays to control the on and offrotations of the shift drum. This may be done with a PI controller orcurrent controlled field-effect-transistor (FET).

In embodiments, vehicle 10 includes one or more verification sensors 84in communication with controller 37 for performing a redundancy check onany of the speed sensors 59 and/or shift sensors 82. Similar to thespeeds sensors 59, the position sensors 82 and verification sensors 84may be used in a control strategy for electronically controlling thesub-transmission, as described below in FIGS. 4-6 below.

In embodiments, plow-blade control logic 36 of controller 37 isoperative to control a blade actuator 87 for controlling the position ofthe plow blade 24. In embodiments, the position of the plow blade 24 isdetermined from one or more settings of the blade actuator 87. The bladeactuator 87 may be a brushed DC motor, hydraulic pump motor, hydrauliccylinder, linear actuator, and/or the like. The position of the plowblade 24 includes the height and/or angle of the plow blade 24. Theangle of the plow blade 24 includes both the rotation of the plow blade24 about a horizontal axis and the rotation of the plow blade 24 about avertical axis. In embodiments, the controller 37 and the plow-bladecontrol logic 36 receives input from a limit switch (not shown) tocontrol the maximum amount the plow-blade linkage 23 can be retracted,in order to prevent damage to the plow-blade linkage 23 and/or vehicle10. The maximum amount of retraction may be different when a plow blade24 is attached to the plow-blade linkage 23 than when a plow blade 24 isnot attached to the plow-blade linkage 23. In one embodiment,plow-blade-linkage actuator 87 includes a manual override that allowsplow-blade linkage 23 to be manually shifted by an operator with amechanical tool.

In embodiments, a seat sensor or switch 66 in communication withcontroller 37, which provides signal feedback to controller 37indicative of the presence or absence of a load (i.e., an operator)positioned in seat 17 a (and/or seat 17 b) of FIG. 1 may be included invehicle 10. (or seat 318 of FIG. 11). In one embodiment, controller 37determines seat 17 a is in a loaded state in response to detecting withsensor 66 a force on seat 17 a greater than or equal to a predeterminedthreshold force and that seat 17 a is in an unloaded state in responseto the detected force being less than the threshold force. An exemplarythreshold force is 50 pounds or any other suitable force. For additionaldetails of an exemplary seat sensor 66, see U.S. patent application Ser.No. 13/725,361, filed Dec. 21, 2012, entitled SIDE-BY-SIDE DIESELUTILITY VEHICLE, the entire disclosure of which is expresslyincorporated by reference herein.

Vehicle 10 may also include one or more inclinometers 70 incommunication with controller 37 for detecting an incline or angle ofvehicle relative to a horizontal plane. In embodiments, vehicle 10 alsoincludes a steering sensor 88 in communication with controller 37 fordetecting a position of the steering wheel 28. The steering sensor 88may be used in various operating modes, as described below.

Vehicle 10 further includes a system battery 72 (e.g. 12 VDC) configuredto provide power for starting vehicle 10 and to provide peripheral powerto vehicle 10 during operation. In one embodiment, controller 37communicates with one or more sensors/devices and/or controllers ofvehicle 10 via controller area network (CAN) communication.

In embodiments, controller 37 of FIG. 2 is operative to electronicallyshift sub-transmission 56 based on a shift request provided with shifter55. As stated above, a shift request may also be made via a CAN bus ofthe vehicle 10, a gauge 107, a phone and/or other remote device. In theillustrated embodiment, sub-transmission 56 includes a high-rangeforward gear setting, a low-range forward gear setting, a low-rangereverse gear setting, a neutral gear setting, and a park gear setting.The low range forward gear setting provides increased power and lowerspeed operation than the high range forward gear setting. For example,the low range gear setting may be used for towing, plowing, rockcrawling, hauling, or other work operations, and the high range gearsetting may be used for traveling at higher speeds or in non-loadedconditions. Other suitable gear settings of sub-transmission 56 may beprovided.

FIG. 3 illustrates one exemplary configuration 100 of control system 40of FIG. 2 for smart electronic control of sub-transmission 56. Referringto FIG. 3, controller 37 of FIG. 2 includes a vehicle control module(VCM) 102 (or transmission control module TCM) in communication with anengine control module (ECM) 104.

A shifter sensor 108 of shifter 55 (FIG. 2) is a rotary position sensorthat senses the “Requested Gear Setting” from the user and transmitsthat information via analog signal to VCM 102. Another suitable signaloutput may be provided with shifter 55 that is configured to output ashift request signal indicative of an actuation of shifter 55.

A sensor 110 on a shift drum of sub-transmission 56 (FIG. 2) is a rotaryposition sensor that senses the “Current Gear Setting” ofsub-transmission 56 and transmits that information via analog signal toVCM 102. Sensors 108 and 110 may alternatively transmit digital signals.

Sensors 108 and 110 illustratively include redundant signal lines 114 aswell as full redundant power supply and ground lines 114 to increase thelikelihood of desired operation. In one embodiment, full diagnostics areavailable on these inputs. VCM 102 also includes redundancy checks inthe software on the signal lines 114 so that the correct gear isrequested and determined.

ECM 104 broadcasts out “RPM” and “Wheel Speed” CAN signals via lines 116and receives the “Current Gear Setting” from VCM 102. If the “CurrentGear Setting” is unknown from VCM 102, ECM 104 defaults to a backup geardetermination by accessing a memory lookup table based on RPM and WheelSpeed to determine the current gear setting of sub-transmission 56.

VCM 102 receives the analog inputs 114 as well as “RPM” and “WheelSpeed” inputs from ECM 104 via CAN lines 116 to make decisions onwhether to execute a shift request from the user. In one embodiment, VCM102 does not allow a shift above a calibrated RPM or wheel speedthreshold to protect the transmission from unintended damage, asdescribed herein. In certain conditions, VCM 102 disables electronicshifting and defaults to a “Mechanical Override Mode” if VCM 102determines sub-transmission 56 cannot suitably shift, such as due to aloss of an input signal (e.g., signal from sensor 110, ECM 104, or aninterlock described herein), for example. In Mechanical Override Mode,sub-transmission 56 may be shifted via a mechanical tool, such as awrench or other tool.

An electric direct current (DC) motor 112 of actuator 57 (FIG. 2)receives a signal from VCM 102 to shift sub-transmission 56 to therequested gear setting. In one embodiment, current sensing and fulldiagnostics are available on this output from VCM 102. VCM 102 includesan H-bridge 120 that drives the DC control of motor 112 via lines 118.H-bridge 120 includes an electronic circuit configured to enable voltageto be applied to motor 112 in either direction to rotate the outputshaft 44 of motor 112 in either direction, thereby allowing shifting ineither direction through the gear range. In the illustrated embodiment,H-bridge 120 is located in the VCM 102 and is remote from motor 112. Ananalog or digital signal is output by H-bridge 120 to drive output shaft44 of motor 112 a known rotational distance in the forward or reversedirection. VCM 102 detects the current position setting of motor 112 viashift drum sensor 110. VCM 102 stores calibrated set points identifyinga rotational position of output shaft 44 of motor 112 that correspondsto each gear. Position tolerances are detected by controller 37 viaH-bridge 120 based on a detected voltage, such as a zero to five voltsignal. Controller 37 commands a target rotational position of outputshaft 44 of motor 112 based on a target rotational position of outputshaft 44 and a known tolerance.

In the illustrated embodiment, sub-transmission 56 includes adaptiverange sensors (e.g., sensor 110) that provide position feedback to VCM102. VCM 102 is operative to tighten tolerances for each gear positionsetting. In particular, by identifying the actual transmission positionfrom sensor 110 and identifying the position tolerances, VCM 102 isoperative to drive sub-transmission 56 to a predefined position.

Display 106, which may be incorporated into gauge 107, receives both“Requested Gear Setting” and “Current Gear Setting” from the CAN bus 116and displays the “Requested Gear Setting” when it matches “Current GearSetting.” If “Requested Gear Setting” and “Current Gear Setting” do notmatch, display 106 flashes the “Requested Gear Setting” to provide anindication to the user that a gear shift has been requested but notexecuted based on suitability checks not being met in VCM 102.

Referring to FIG. 4, a flow diagram 200 is illustrated of an exemplaryoperation performed by controller 37 of FIG. 2 for electronicallyshifting sub-transmission 56. Reference is made to FIG. 2 throughout thefollowing description of FIG. 4. At block 202, controller 37 detects ashift request initiated with shifter 55 (or CAN bus, gauge 107, phoneand/or other remote device) that identifies a target gear setting ofsub-transmission 56. Controller 37 determines the current gear settingof sub-transmission 56 at block 204 based on output from a positionsensor (e.g., shift drum sensor 110 of FIG. 3). At block 206, controller37 detects the engine speed (e.g., rotational speed, i.e., RPMs, ofoutput shaft 44) based on output from an engine speed sensor. At block208, controller 37 detects the wheel or ground speed and CVT speed(e.g., rotational speed, i.e., RPMs of output shaft 46) based on outputfrom speed sensors 59 of FIG. 2. In one embodiment, a wheel speed sensoris coupled to and detects the rotational speed of output shaft 74 ofsub-transmission 56 and/or an axle or wheel of final drive 58.

At block 210, controller 37 compares the detected engine speed to anengine speed threshold. At block 214, controller 37 compares thedetected wheel speed and/or CVT speed to respective speed thresholds. Ifthe engine speed is less than or equal to the engine speed threshold atblock 210 and if the wheel speed and CVT speed are less than or equal tothe respective speed thresholds at block 214, controller 37 shiftssub-transmission 56 to the target gear setting by outputting a controlsignal to actuator 57 at block 218.

If the engine speed is greater than the engine speed threshold at block210, controller 37 can cause the sub-transmission 56 to remain in itscurrent gear setting and wait until the engine speed threshold issatisfied. Upon the engine speed threshold being satisfied, thecontroller 37 instructs setting the gear setting of the sub-transmission56 to the requested gear setting without requiring reception of anadditional shift request for the requested gear setting. When thecontroller 37 causes the gear setting of the sub-transmission 56 toremain a current gear to due to the engine speed threshold not beingsatisfied, the controller 37 continues to monitor the first speed value.In certain embodiments, controller 37 causes the sub-transmission toremain in its current gear setting and actively reduces the engine speedto at or below the threshold speed at block 212 prior to implementingthe gear shift. In one embodiment, controller 37 reduces the enginespeed by reducing the throttle valve opening of engine 42. If the wheelspeed is greater than the wheel speed threshold at block 214, or if theCVT speed is greater than the CVT speed threshold at block 214,controller 37 at block 216 either denies the shift request immediately,waits a predetermined time delay for the wheel speed and/or CVT speedsto reduce to the respective speed threshold and/or actively reduces thewheel speed and/or CVT speeds. In embodiments, once the shift enginespeed, wheel speed and/or CVT speeds are at thresholds such that thecontroller 37 instructs setting the gear setting of the sub-transmission56 to the requested gear setting, the controller 37 presents aninterrupt mode wherein the controller 37 ceases to instruct one or morevehicle components to adopt settings causing the speed thresholds to bemet. In one embodiment, if the wheel speed and/or CVT speed do notreduce to the corresponding threshold prior to expiration of thepredetermined time delay (e.g., 30 seconds), controller 37 denies theshift request (e.g., clears the shift request without implementing therequest). One or more of the engine speed, the wheel speed and the CVTspeeds are examples of what are referred to herein as a “shiftconditions.”

In one embodiment, the status of the gearshift is displayed on thedisplay 106 of the gauge 107 of FIG. 2. For example, display 106 flashes“Requested Gear Setting” or a variation thereof to provide an indicationthe gear shift has been requested but not implemented due to the enginespeed and wheel/CVT speeds not meeting thresholds or other suitabilitychecks not being satisfied. Display 106 also provides an indication whenthe gear shift has been executed and denied.

In one embodiment, the threshold engine speed of block 210 is based onthe engagement speed at which clutch assembly 45 engages primary clutch50 of CVT 48. For example, the threshold engine speed is set to a speedless than the clutch engagement speed described herein to ensure thatengine 42 is decoupled from CVT 48 when the gear shift occurs. Inanother embodiment, the threshold engine speed of block 210 is based onthe speed at which primary clutch 50 of CVT 48 engages belt 54. Forexample, in one embodiment, primary clutch 50 engages belt 54 inresponse to a speed of primary clutch 50 exceeding a belt engagementspeed threshold. The threshold engine speed is set to a speed less thanthe belt engagement speed to ensure that primary clutch 50 is decoupledfrom belt 54 when the gear shift occurs. In one embodiment, thethreshold wheel speed at block 214 is zero miles per hour (mph) orbetween zero and 5 mph. In one embodiment, the threshold CVT speed atblock 214 is zero or between zero and 50 rpm. Other suitable thresholdspeeds may be provided at blocks 210 and 214.

In one embodiment, the method 200 of FIG. 4 allows controller 37 toverify that the engine speed, wheel speed, and CVT speed are at suitablelevels before shifting sub-transmission 56 to reduce the likelihood ofcausing damage to the drive line of vehicle 10. For example,sub-transmission 56 is less likely to grind gears during a shift bywaiting until the wheel speed and CVT speed are substantially zero priorto shifting. Similarly, by requiring the engine speed to be below theclutch engagement threshold speed, CVT 48 is decoupled from the outputof engine 42 prior to shifting sub-transmission 56.

Referring to FIG. 5, a flow diagram 250 is illustrated of anotherexemplary operation performed by control system 40 of FIG. 2 forelectronically shifting sub-transmission 56. The method of FIG. 5illustratively controls a rolling shift (e.g., shift on the fly) suchthat sub-transmission 56 is shifted while vehicle 10 is moving. In oneembodiment, a rolling shift is only allowed by controller 37 whenshifting between forward gears (e.g., between high range and low range)or when shifting between neutral gear setting and forward or reversegear settings, although other suitable shifting conditions may beprovided for a rolling shift. Reference is made to FIG. 2 throughout thefollowing description of FIG. 5.

At block 252, controller 37 detects a shift request initiated withshifter 55 (or CAN bus, gauge 107, phone and/or other remote device)that identifies a target gear setting of sub-transmission 56. Controller37 determines the current gear setting of sub-transmission 56 at block254 based on output from a shift sensor (e.g., shift drum sensor 110 ofFIG. 3). At block 256, controller 37 detects the engine speed. At block258, controller 37 detects the speed of sub-transmission 56 and/or thewheel (ground) speed. The engine speed, the speed of sub-transmissionand/or the wheel speed can be determined based on an output from thespeed sensors 59 of FIG. 2. At block 260, controller 37 determines thegear ratio of CVT 48 and a speed of CVT 48, illustratively the speed ofoutput shaft 46 of FIG. 2. At block 262, controller 37 determines atarget engine speed based on the current and target gear settings ofsub-transmission 56, the gear ratio of CVT 48, the output speed of CVT48 (e.g., rotational speed, i.e., RPMs, of output shaft 46 of secondaryclutch 52), and the wheel speed and/or speed of sub-transmission 56. Atarget engine speed based on the current and target gear settings ofsub-transmission 56, the gear ratio of CVT 48, the output speed of CVT48 (e.g., speed of output shaft 46 of secondary clutch 52), and thewheel speed and/or speed of sub-transmission 56 are examples of what maybe referred to herein as “shift conditions.” As an example, controller37 determines the target engine speed required to drive CVT 48 such thatthe speed of output shaft 46 of CVT 48 will match the speed of the inputof sub-transmission 56 after sub-transmission 56 is shifted to therequested target gear setting. For example, the speeds of output shaft46 and the input of sub-transmission 56 match when the rotational speedsare the same or are within a predefined range of each other, such aswithin 50 RPM, for example. In embodiments, the predefined ranges differand are dependent upon which gear setting is requested as the targetgear setting. Accordingly, the likelihood of grinding or damaging gearsand other components of sub-transmission 56 during a rolling shift isreduced.

At block 264, controller 37 disengages sub-transmission 56 from CVT 48.In one embodiment, disengaging sub-transmission 56 includes shiftingsub-transmission 56 to a neutral space or dead spot between gearpositions. In another embodiment, sub-transmission 56 includes a clutchcontrolled by controller 37 to disengage sub-transmission 56 from CVT48. At block 268, while sub-transmission 56 is disengaged, controller 37adjusts the engine speed to match the target engine speed calculated atblock 262 by electronically controlling throttle valve assembly 62 ofFIG. 2. In the illustrated embodiment, the engine speed matches thetarget engine speed when the engine speed is the same as the targetengine speed or is within a predetermined threshold range of the targetengine speed, such as within 50 RPM, for example. When the engine speedsufficiently matches the target engine speed, and thereby the speed ofoutput shaft 46 sufficiently matches the post-shift input speed ofsub-transmission 56, controller 37 at block 270 shifts sub-transmission56 to the target gear setting identified in the shift request andre-engages sub-transmission 56 to CVT 48. As described herein,controller 37 shifts sub-transmission 56 by outputting a shift commandto actuator 57. In an embodiment with a clutch disengagingsub-transmission 56 from CVT 48, controller 37 drives engine 42 to thetarget speed before, during, or after shifting sub-transmission 56 tothe target gear setting and before re-engaging sub-transmission 56 viathe clutch.

Referring to FIG. 6, a flow diagram of a method 270 is illustrated ofanother exemplary operation performed by control system 40 of FIG. 2 forelectronically shifting sub-transmission 56. The method 270 depicted inFIG. 6 is an example of what may be referred to as an “auto-parkfeature” of control system 40. In embodiments, the method 270 results incontroller 37 automatically shifting sub-transmission 56 into a parkgear setting in response to certain park conditions being satisfied. Inembodiments, a first set of park conditions include the ignition beingin the off-state, the sub-transmission having a gear setting other thanthe park gear setting and the at least one sensor indicating a firstspeed value is at or below a threshold, as discussed in detail below.Reference is made to FIG. 2 throughout the following description of FIG.6.

At block 271, controller 37 detects whether the ignition is in anon-state or an off-state. In embodiments, the ignition sensor 85depicted in FIG. 2 may be used to detect whether the ignition is in anon-state or an off-state. As described above, when an ignition key forthe vehicle 10 is either inserted into the ignition and turned to an“on” setting or the ignition key (or token) is in the proximity of theignition system followed by activation of a push-button start, theignition may be referred to herein as being in an “on-state.” If theignition is not turned to an on setting or has not been activated by apush-button, the ignition may be referred to herein as being in an“off-state.” In embodiments, for each of the sensors in method 270 usedto detect various parameters of the vehicle 10, there may be redundantsensors included in method 270 to verify that accuracy of the sensors.

At block 272, if the ignition is not in an off-state, then the method270 proceeds to block 273 and the method 270 ends. If, however, theignition is in an off-state, then, in embodiments, method 270 mayproceed to block 274 to detect a state of the seat 17 a. Alternatively,method 270 may proceed to block 279 to detect a sub-transmission 56 gearsetting. In embodiments, the seat sensor 66 depicted in FIG. 2 may beused to detect the state of the seat 17 a. The seat 17 a may have twostates, an unloaded state and a loaded state, as described above in FIG.2. At block 275, if the seat 17 a is a loaded state, then method 270proceeds to block 276 to determine whether a total time the ignition hasbeen in an off-state is at or exceeds a predetermined threshold. If theignition has been in an off-state for a total time greater than or equalto a pre-determined threshold, then the method 270 may proceed to block277 where method 270 ends. In certain embodiments, the total time forthe pre-determined threshold may be 5 min., 10 min., 15 min. and/or thelike. This embodiment provides for saving the battery power of thevehicle 10, in that the controller 37 is not endlessly running themethod 270. Alternatively, in embodiments, if the ignition has been inan off-state for a total amount of time greater than or equal to apre-determined threshold, then the method 270 proceeds to block 284where the controller 37 automatically shifts sub-transmission 56 intothe park setting. When the sub-transmission has a gear setting otherthan the park gear setting and the ignition has been in an off state forat least a threshold amount of time, these embodiments are examples ofwhat are referred to herein as a second set of park conditions. Thisembodiment may be helpful if one or more of the sensors are faulty. If,however, the ignition has not been in an off-state for a total timegreater than or equal to a pre-determined threshold, then the method 270proceeds to 278 where method 270 waits a predetermined amount of timebefore again detecting the state of the ignition at block 271. Incertain embodiments, the predetermined amount of time for block 278 isless than the threshold for the total time at block 276. For example,the predetermined amount of time at block 278 is illustratively 30seconds, 1 min., 2 min. and/or the like.

Referring back to block 275, if the seat 17 a is determined to be in aloaded state, method proceeds to block 279 where the gear setting of thesub-transmission 56 is detected. In certain embodiments, the shiftsensor 82 depicted in FIG. 2 is used to determine the gear setting ofthe sub-transmission 56. At block 280, if the sub-transmission 56 isdetected to be in a park gear setting, then method 270 proceeds to block281 where method 270 ends. If, however, the gear setting of thesub-transmission 56 is in a gear other than the park gear setting,method 270 proceeds to block 282 where method 270 detects at least onefirst value of the vehicle 10 from a group of ground speed of thevehicle 10 and a speed of a component of the vehicle 10. In certainembodiments, the speeds sensor(s) 59 depicted in FIG. 2 are used todetect at least one first speed value of the vehicle 10. Examples ofdetected speeds for the vehicle 10 include, but are not limited to, anengine speed (crankshaft or other RPM), a rotational speed of a wheel(or other ground engaging member), a linear ground speed of the vehicle10 (as determined by, for example, Radar, Lidar or a global navigationsatellite system (GNSS)), a rotational speed of primary clutch 50 and/orsecondary clutch 52, and/or a speed of other components of the vehicledrive train (for example, a drive shaft or a propeller shaft).

At block 283, if the detected speeds are not less than a threshold, thenmethod 270 proceeds to block 276. If, however, the detected speeds areless than a threshold, then method 270 proceeds to block 284 where thecontroller 37 shifts the sub-transmission 56 into the park gear setting.In certain embodiments, detected speeds are less than or equal to athreshold to permit shifting the sub-transmission 56 into the park gearsetting. In other embodiments, detection of only one or more of thedetected speeds that are less than or equal to a threshold permitshifting the sub-transmission 56 into the park gear setting. Inembodiments, the threshold is zero. In embodiments, the threshold may beset to incorporate a tolerance window into the threshold. For example,if one or more of the sensors can only achieve an accuracy of +/−10%,the threshold may be adjusted up to account for such accuracy.

In certain embodiments, controller 37 only shifts sub-transmission 56into the park gear setting if the conditions of method 270 are met andvehicle 10 is positioned at an incline which exceeds a thresholdinclination angle, as determined with inclinometers 70 of FIG. 2. Assuch, vehicle 10 is less likely to roll down a hill when vehicle 10 isleft unattended by an operator. In one embodiment, a user inputoverrides the auto-park feature to allow vehicle 10 to be towed whenengine 42 or vehicle 10 is shutdown. For example, controller 37 allows auser to shift sub-transmission 56 into neutral gear setting while engine42 is shut down to disengage CVT 48 from final drive 58 for towingoperations.

In further embodiments, controller 37 is further operative to locksub-transmission 56 in the park gear setting when vehicle 10 is shutdown, either automatically as described in method 270 or in response toa lockout request by a user (e.g., a code entered). When locked in thepark gear setting, controller 37 requires a set of conditions to besatisfied before allowing sub-transmission 56 to shift out of the parkgear setting. For example, controller 37 requires one or more of thefollowing conditions to be met before shifting out of the park gearsetting: the presence of a key is detected in the ignition or near theignition (via RFID or key fob), seat 17 a is in the loaded state, theseat belt is engaged, and a brake interlock is satisfied. In oneembodiment, controller 37 further requires engine 42 to be running toexecute a shift request for shifting out of the park gear setting. Forthe brake interlock, controller 37 detects an application of brakeoperator 68 of FIG. 2 based on feedback provided by the brake operatorsensor (e.g., pressure sensor or position sensor). In this embodiment,controller 37 requires brake operator 68 to be engaged by the operatorby a threshold pressure or displacement amount prior to shifting intothe park gear setting.

In one embodiment, the conditions for unlocking or locking a particulargear setting are displayed on display 106. For example, the conditionsfor shifting sub-transmission 56 out of the park gear setting are listedon display 106 to inform the operator what steps to take to shift out ofthe park gear setting. Similarly, the interlocks and correspondinglocked out gear settings are displayed on display 106, such as when theseat belt, doors, or side nets are disengaged and the seat isunoccupied.

Referring again to FIG. 2, when a mode is selected via a mode selectiondevice 64 and/or the gauge 107, the sub-transmission control logic 35may include instructions that prevents the controller 37 from sending asignal to the sub-transmission actuator 57 to shift the sub-transmission56 to a first gear setting when the controller 37 receives a shiftrequest signal that requests the first gear. For example, when the rockcrawling mode is selected, the first gear setting may be a high-speedsetting, e.g., the high-forward gear setting. Preventing a shift requestin this manner may help prevent damage to the vehicle 10 and/or thedriver of the vehicle 10.

In embodiments, the sub-transmission control logic 35 also includes afirst set of conditions in which gear shifting is permitted. The firstset of conditions may be responsive to the selected operating mode. Inembodiments, the sub-transmission control logic 35 also includes a firstset of gear ratios that are permitted for at least one of thesub-transmission 56 and the transmission 48. Similarly, the first set ofgear ratios may be responsive to the selected operating mode.

plow mode is selected via a mode selection device 64 and/or the gauge107, to cause alteration of the blade actuator 87 responsive to adetected speed of the vehicle (e.g., a ground speed of the vehicle),responsive to a detected setting of the steering input device, asdetermined by the steering sensor 88, and responsive to a detectedposition of the plow blade 24 coupled to the vehicle using theplow-blade linkage 23. For example, the plow-blade control logic 36 mayincrease the angle of the plow blade 24 as the steering angle, asdetermined by the steering wheel position 28, increases. The plow-bladecontrol logic 36 may also be set so that the angle of the plow blade 24is less (or more) sensitive to the steering angle. As another example,the angle of the plow blade 24 may decrease as the ground speed of thevehicle 10, as measured by a speed sensor 59, increases and vice-versa.

In embodiments, controller 37 is further operative, when a plow mode isselected via a mode selection device 64 and/or the gauge 107, to controla position of the plow blade 24 responsive to a determined gear settingof the sub-transmission 56. For example, when the sub-transmission 56 isin a forward gear, the plow-blade control logic 36 may lower the plowblade 24. Conversely, when the sub-transmission 56 is in a reverse gear,the plow-blade control logic 36 may raise the plow blade 24. Inembodiments, when plow mode is selected, controller 37 locks out highrange forward gear setting such that the user cannot select the highrange setting or such that an override input is required to select thehigh range setting. An override input may include a code or other inputvia display 106 of FIG. 2.

Furthermore, in embodiments, a user can configure the plow-blade controllogic 36 to set predetermined plow blade 24 positions (e.g., height,angle about a vertical axis, and angle about a horizontal axis) when theplow mode is selected. After one or more of the plow blade 24 positionsare configured, the plow-blade control logic 36 may reposition the plowblade 24 to the configured plow blade position when the user selects thepre-configured plow blade 24 setting via the display 106 and/or gauge107.

As stated above, in embodiments, the position of the plow blade 24 isdetermined from one or more settings of the blade actuator 87.Accordingly, the plow-blade control logic may set the plow blade 24 toone or more pre-configured positions by determining a current positionof the plow blade 24, a speed at which the plow blade 24 can berepositioned using the plow-blade linkage 23 and solving for the timethat the plow-blade-linkage actuator 87 needs to be actuated for theplow blade 24 to be repositioned to one or more of the predeterminedplow positions.

FIG. 7 is a perspective partial side view of a plow blade 24 andplow-blade linkage 23 of FIG. 1, according to an embodiment. Inembodiments, the plow-blade linkage 23 includes hydraulic pistons 25, 26that can be actuated by a blade actuator 87 (of FIG. 2) to control theangle and height of the plow blade 24. In particular, the hydraulicpiston 25 can be actuated by a blade actuator 87 to rotate the plowblade 24 about a vertical axis 71. Furthermore, the hydraulic piston 26can be actuated by a blade actuator 87 to rotate the plow blade 24 abouta horizontal axis 73. In embodiments, the plow-blade linkage 23 caninclude a winch coupled the plow blade 24 that can be actuated to raiseand lower the plow blade 24. In embodiments, the hydraulic pistons 25,26 are replaced with a plurality of winches.

In embodiments, controller 37 locks out one or more gear settings, suchas the high range gear setting, in response to detecting a seat beltbeing disengaged and/or the operator leaving seat 17 a (FIG. 1).Controller detects the loaded and unloaded state of seat 17 a based onthe force detected with seat sensor 66, as described herein. If vehicle10 is being driven in the high range gear setting when the disengagedseat belt or unloaded seat 17 a is detected, controller 37 in oneembodiment automatically shifts sub-transmission 56 into the low rangegear setting and locks out the high range setting until the seat belt isengaged and the seat 17 a is in the loaded state. A suitable time delay(e.g., one to five seconds, etc.) may be implemented after detecting theunloaded seat or disengaged seat belt before automatically shifting intothe low range gear setting. Controller 37 may further reduce or limitthe throttle opening to a threshold opening upon detecting the unloadedseat or disengaged seat belt. In one embodiment, when sub-transmission56 is in the park gear setting or neutral gear setting while engine 42is running, controller 37 locks out the forward and reverse gearsettings until the seat belt is engaged and the operator is positionedin seat 17 a. Other interlocks may be monitored in addition to the seatbelt and seat 17 a engagement, such as the engagement of side nets ordoors of vehicle 10. In one embodiment, controller 37 locks out one ormore gear settings of sub-transmission 56 by ignoring or not executingshift requests for the locked out gear settings.

In one embodiment, engine 42 is configured to operate in a powergeneration mode. The generated power output by engine 42 is used, forexample, to power a hydraulic pump or generate electricity. Powergeneration mode is selectable via mode selection device 64 and/or gauge107 of FIG. 2. In the power generation mode, controller 37 shiftssub-transmission 56 into the neutral gear setting to decouple the outputof engine 42 and CVT 48 from the final drive 58. Controller 37 isoperative to lock out other gear settings of sub-transmission 56 duringthe power generation mode regardless of a shift request for a differentgear setting.

Referring to FIG. 8, an exemplary shifter 55 of FIG. 2 is illustrated inthe form of a shift handle or lever 29 positioned between seats 17 a and17 b of vehicle 10 (FIG. 1). Shift handle 29 is configured to move inthe forward (shift up) direction toward the front of vehicle 10 and thebackward (shift down) direction toward the rear of vehicle to allow anoperator to shift through the gear settings of sub-transmission 56.Shift handle 29 is coupled to a shift sensor for communicating theshifter position to controller 37. In one embodiment, the shift sensorincludes a three-position, momentary ON-OFF-ON toggle switch 78 (seeFIG. 2). Switch 78 is spring-biased to the middle OFF position, andmoving shift handle 29 forward or backward causes contacts of switch 78to engage an ON position to generate a corresponding shift request tocontroller 37. Accordingly, shift handle 29 is biased to the middleposition illustrated in FIG. 8, and actuation of shift handle 29 forwardor reverse initiates a shift request.

In the illustrated embodiment, the duration of input provided with shifthandle 29 serves to request a different sub-transmission gear setting.For example, shift handle 29 may be actuated for a short hold (shortduration) or a long hold (long duration). A short hold is an actuationof the shift handle 29 to the forward or backward position held for lessthan a threshold duration, and a long hold is an actuation of shifthandle 29 in the forward or backward position held for longer than thethreshold duration. An exemplary threshold duration is 300 milliseconds(ms), 500 ms, or another suitable threshold duration programmed intocontroller 37. In one embodiment, the shift input provided by shifthandle 29 is filtered by controller 37 to reduce the likelihood ofshifting in response to an inadvertent shift request, such as a shiftrequest resulting from an accidental bump to shift handle 29, forexample. An exemplary filter includes controller 37 ignoring shifteractuations held for less than a second threshold duration, such as 100ms, for example.

In the illustrated embodiment, a short hold on shift handle 29 in theforward or backward position allows for stepping through the gearsettings of sub-transmission 56. An exemplary gear setting pattern ispark-reverse-neutral-low range forward-high range forward (PRNLH). Withsub-transmission 56 in the park gear setting, actuation of shift handle29 forward for a short duration requests reverse gear setting, asubsequent forward short hold actuation requests neutral gear setting, asubsequent forward short hold actuation requests low range setting, anda subsequent forward short hold actuation requests high range setting.Similarly, reverse short hold actuations on shift handle 29 result instepping backward through the gear range settings of sub-transmission56.

In one embodiment, a long hold on shift handle 29 provides for shiftingdirectly to the end gear setting of the gear range settings based on thedirection shift handle 29 is actuated. For example, in the PRNLH gearpattern, when sub-transmission 56 is in the park setting, the reversesetting, the neutral setting, or the low range setting, a long holdactuation of shift handle 29 in the forward direction generates a shiftrequest for the high range setting. Similarly, when sub-transmission 56is in the reverse setting, the neutral setting, the low range setting,or the high range setting, a long hold actuation of shift handle 29 inthe backward direction generates a shift request for the park gearsetting.

In one embodiment, the long hold input with shift handle 29 isconfigured differently for different operating modes. For example, inthe plow mode or work mode, a long hold on shift handle 29 in theforward or backward direction causes sub-transmission 56 to shiftdirectly between low forward range setting and reverse gear setting,respectively. The configuration of the long hold input is selectable byan operator based on the operating mode selected with mode selectiondevice 64 of FIG. 2. In one embodiment, the long hold inputconfiguration is programmable into controller 37 via a user input (e.g.,via buttons of display 106 or other input device) to identify which gearsettings are selected in response to long hold actuations of shifthandle 29.

In another embodiment, shift handle 29 is moveable to a different detentposition for each different gear setting of sub-transmission 56. Basedon the position of shift handle 29, controller 37 shiftssub-transmission 56 to a different gear setting. In the PRNLH gear rangedescribed above, shift handle 29 has five different detent positionseach corresponding to one of park, reverse, neutral, low forward range,and high forward range.

In an alternative embodiment, shifter 55 of FIG. 2 is separated intoright-hand and left-hand controls provided with two shifters, such aspaddles or buttons, coupled on or near steering wheel 28. For example,right- and left-hand shifters 55 of FIG. 2 may be coupled to the rightand left side of steering wheel 28 near position 130 of FIG. 8 insidethe outer perimeter of steering wheel 28. Similarly, right- andleft-hand shifters 55 may be coupled to opposite sides of steeringcolumn 128 behind steering wheel 28. For example, the right-hand shifter55 may be coupled to steering column 128 at position 132 of FIG. 8, andthe left-hand shifter 55 may be coupled at a similar position on theopposite side of steering column 128. As such, an operator may shiftthrough the gear settings of sub-transmission 56 while keeping bothhands positioned on steering wheel 28.

For a straddle-type vehicle (e.g., all-terrain vehicle or snowmobile),the hand shifters 55 are coupled to right and left sides of thehandlebar near the location of an operator's hands. Referring to FIG.11, an exemplary straddle seat vehicle 310 is illustrated thatincorporates the control system 40 of FIG. 2 and described herein.Straddle-type vehicle 310 includes a frame or chassis 315 that issupported above the ground surface by front and rear wheels 322. Vehicle310 includes a straddle seat 318 positioned above an engine 342 andbehind a steering device, illustratively a handlebar 328. Handlebar 328includes a left grip 350 and a right grip 352. A left-hand shifter 55(FIG. 2) is coupled to handlebar 328 at location 354, and a right-handshifter 55 (FIG. 2) is coupled to handlebar 328 at location 356.Locations 354 and 356 are adjacent or near respective grips 350, 352such that an operator may shift through the gear settings ofsub-transmission 56 (FIG. 2) while keeping both hands positioned onhandlebar 328. Shifters 55 of straddle type vehicle 310 include paddles,buttons, or other suitable shift request devices. In embodiments,vehicle 310 may also include a plow-blade linkage 23 coupling the plowblade 24 to the frame or chassis 315.

In the embodiments of FIGS. 7 and 8 including right-hand and left-handshifters 55, each shifter 55 is coupled to a two position, ON-OFFmomentary toggle switch biased in the OFF position. In one embodiment,each short hold actuation to the left-hand shifter 55 controls gearselections in the up direction (e.g., from park gear setting to highforward range setting), and each short hold actuation to the right-handshifter 55 controls gear selections in the down direction (e.g., fromhigh forward range setting to park gear setting), or vice versa.Similarly, a long hold actuation on right-hand or left-hand shifter 55causes sub-transmission 56 to jump to a corresponding end of the gearrange setting (e.g., high forward range setting for left hand device 55and park gear setting for right-hand device 55) or to a particular gearsetting based on the selected operating mode (e.g., shift directlybetween reverse and low forward range settings for work or plow mode).

In one embodiment, shifter 55 of FIG. 2 includes one or more additionalinput devices, such as buttons or toggle switches, configured to controlan implement or attachment 86 (FIG. 2) or other accessory coupled to thevehicle and controlled by controller 37. Referring to FIG. 9, shifthandle 29 includes a plurality of buttons 140 coupled to a head portion142 of shift handle 29. Buttons 140 are thumb or finger actuated, forexample, to provide user accessibility without requiring the user toremove a hand from shift handle 29. Buttons 140 are in communicationwith controller 37 and provide various functionalities based on theoperating mode selected with mode selection device 64 of FIG. 2. Forexample, in a plow mode, buttons 140 allow an operator to control theposition and orientation of a plow blade or scoop attached to the frontof vehicle 10. In a work mode, buttons 140 provide input to controller37 for controlling a winch coupled to vehicle 10, i.e., for controllingthe winch motor to retract and extend the winch cable. Buttons 140 mayalso be used to start, stop, and otherwise control power generationprovided with engine 42 (FIG. 2) in a power generation mode. A position,orientation, and operation of a snow blower attachment may also becontrolled with buttons 140. Other suitable functionality may beprovided with buttons 140 for controlling an attachment 86 of vehicle10.

In another embodiment, vehicle 10 of FIG. 1 includes a hydrostatictransmission rather than the CVT 48 of FIG. 2. In another embodiment,vehicle 10 includes a sequential transmission rather than the CVT 48 andsub-transmission 56 of FIG. 2. In this embodiment, the sequentialtransmission is electronically shifted by controller 37 according to thecontrol strategies described herein. An exemplary gear range settingpattern of a sequential transmission includes reverse gear setting-firstgear setting-second gear setting-third gear setting-fourth gearsetting-fifth gear setting (R12345), and each gear setting iselectronically controlled by controller 37 based on shift requests fromshifter 55 of FIG. 2 as described with respect to sub-transmission 56 ofFIG. 2. The sequential transmission may have fewer or additional gearsettings.

Referring to FIG. 10, a perspective view of an exemplary gauge 107 isdepicted. The gauge 107 includes a body portion 180 housing a display106. A plurality of selection buttons 181 permit the user to controlvarious features and functions of the present system as describedherein, such as selecting an operating mode (e.g., plow mode, asdescribed above). In an illustrated embodiment, the center button 182 isa menu key button. Buttons 183 and 184 provide scroll up and scroll downfunctionality. Buttons 185 and 186 provide selections for various itemsas discussed below. As stated above, for additional details of anexemplary gauge 107, see U.S. patent application Ser. No. 14/190,369,filed Feb. 26, 2014, entitled RECREATIONAL VEHICLE INTERACTIVE VEHICLEINFORMATION and U.S. patent application Ser. No. 14/770,424, filed Aug.25, 2015, entitled RECREATIONAL VEHICLE INTERACTIVE TELEMETRY, MAPPINGAND TRIP PLANNING SYSTEM, the entire disclosures of which are expresslyincorporated by reference herein.

While vehicle 10 of FIG. 1 and vehicle 310 of FIG. 11 are describedherein as including an engine 42 as the power source, vehicle 10, 310may alternatively include an electric motor as the power source forpowering the drivetrain. Vehicle 10, 310 may also comprise a hybridvehicle having both an electric motor and an engine.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

1-10. (canceled)
 11. A recreational vehicle including: a chassis; aground engaging member configured to support the chassis; a power sourcesupported by the chassis, the power source including at least one of anengine and an electric motor; an ignition in communication with thepower source and the ignition having an on-state and an off-state; atransmission driven by the power source; a sub-transmission coupled tothe transmission, the sub-transmission having a plurality of selectablegear settings including a park gear setting and at least one of aforward gear setting, a reverse gear setting and a neutral gear setting;an actuator operative to change the gear setting of thesub-transmission; a shifter including a signal output operative toprovide a shift request signal indicative of a request to change thegear setting of the sub-transmission; at least one sensor configured todetect a first speed value selected from a group of a ground speed ofthe vehicle and a speed of a component of the vehicle; and a controllerincluding a processor, the controller being in communication with theactuator, the at least one sensor, and the shifter, wherein thecontroller controls the actuator to set the gear setting of thesub-transmission to a requested gear setting in response to a shiftrequest for the requested gear setting when a first set of shiftconditions are satisfied and wherein the controller controls theactuator to cause the gear setting to remain in a current gear settingin response to a shift request for the requested gear setting when thefirst set of shift conditions are not satisfied, wherein the first setof shift conditions comprise: the first speed value detected by the atleast one sensor being within a defined range, when the controllercauses the gear setting to remain a current gear due to the first set ofshift conditions not being satisfied, the vehicle continues to monitorthe first set of shift conditions and upon the first set of shiftconditions being met, the controller instructs setting the gear settingof the sub-transmission to the requested gear setting without requiringreception of an additional shift request signal for the requested gearsetting.
 12. The vehicle of claim 11, wherein the speed of a componentof the vehicle is selected from a speed of the power source, thetransmission, the ground engaging member, a flywheel of the powersource, a drive shaft connecting the transmission to the ground engagingmember, and a propeller shaft connecting the transmission to the groundengaging member.
 13. The vehicle of claim 11, wherein the boundaries ofthe defined range differ and are dependent upon which gear setting isrequested as the requested gear setting.
 14. The vehicle of claim 11,wherein upon receipt of a shift request when the first set of shiftconditions are not satisfied, the controller instructing one or morevehicle components to adopt settings causing the first set of shiftconditions to be met.
 15. The vehicle of claim 14, wherein thecontroller instructing one or more vehicle components to adopt settingscausing the first set of shift conditions to be met presents aninterrupt mode such that once the sub-transmission is shifted to therequested gear setting, the controller ceases to instruct the one ormore vehicle components to adopt the settings causing the first set ofshift conditions to be met.
 16. A recreational vehicle including: achassis; a ground engaging member configured to support the chassis; apower source supported by the chassis, the power source including atleast one of an engine and an electric motor; a transmission beingdriven by the power source; a sub-transmission coupled to thetransmission, the sub-transmission having a plurality of selectable gearconfigurations including at least one of a park gear setting, a forwardgear setting, a reverse gear setting and a neutral gear setting; asub-transmission actuator operative to change a gear setting of thesub-transmission; a shifter including a signal output operative toprovide a shift request signal indicative of a shift request to changethe gear configuration of the sub-transmission; a user interfacecomprising a plurality of selectable operating modes; and a controllerincluding a processor, the controller being in communication with thesub-transmission actuator and the interface, wherein the controller,when a first mode is selected via the interface, prevents thesub-transmission from being placed in a first gear setting when a shiftrequest signal that requests the first gear setting is received.
 17. Thevehicle of claim 16, wherein the first mode is a rock crawling mode andthe first gear setting is a high-speed setting.
 18. The vehicle of claim16, further including: a plow blade; a plow-blade linkage coupling theplow blade to the chassis; at least one blade actuator operative tocontrol a position of the plow blade; a steering input device operativeto control a steering angle of the vehicle; and at least one sensorconfigured to detect a speed of the vehicle, a setting of the steeringinput device, and a position of the plow blade; wherein the plurality ofselectable operating modes includes a plow mode, and the controller,when the plow mode is selected, causes alteration of the blade actuatorresponsive to a detected speed of the vehicle, responsive to a detectedsetting of the steering input device, and responsive to a detectedposition of the plow blade.
 19. The vehicle of claim 18, wherein thecontroller is configured to control a position of the plow bladeresponsive to a determined gear setting of the sub-transmission.
 20. Thevehicle of claim 18, wherein the controller is configured to control anangle of the plow blade in response to a determined speed of the vehicleand a determined angle of the steering input device.
 21. The vehicle ofclaim 18, wherein the detected position of the plow blade is determinedfrom one or more settings of the at least one blade actuator.
 22. Thevehicle of claim 16, wherein the controller defines a first set ofconditions in which gear shifting is permitted and the first set ofconditions is chosen responsive to the operating mode selected via theinterface.
 23. The vehicle of claim 16, wherein the controller defines afirst set of gear ratios for at least one of the sub-transmission andthe transmission that are permitted and the first set of gear ratios ischosen responsive to the operating mode selected via the interface. 24.A method of operating a recreational vehicle including: receiving anindication of a vehicle ignition being in one of an on-state and anoff-state; receiving an indication of a sub-transmission settingselected from the group including a park gear setting and at least oneof a forward gear setting, a reverse gear setting and a neutral gearsetting; receiving an indication of at least one first speed valueselected from a group of a ground speed of the vehicle and a speed of acomponent of the vehicle; and emitting a signal to place thesub-transmission in a park setting when a first set of park conditionsis satisfied, the first set of park conditions including: 1) theignition being in the off state, 2) the sub-transmission having a gearsetting other than the park gear setting; and 3) the first speed valuebeing at or below a threshold. 25-33. (canceled)
 34. A method ofoperating a recreational vehicle including: receiving an indication of afirst speed value for the vehicle, the first speed value selected from agroup of a ground speed of the vehicle and a speed of a component of thevehicle; receiving a shift request signal indicative of operation of ashifter requesting a change in gear setting of a sub-transmission;providing a control signal requesting setting the gear setting of thesub-transmission to a requested gear setting in response to a shiftrequest for a requested gear setting when a first set of shiftconditions are satisfied, and causing the gear setting to remain in acurrent gear setting in response to a shift request for the requestedgear setting when the first set of shift conditions are not satisfied,the first set of shift conditions including: the first speed value beingwithin a defined range, and when the controller causes the gear settingto remain a current gear due to the first set of shift conditions notbeing satisfied, continuing to monitor the first set of shift conditionsand upon satisfying the first set of shift conditions, the controllerinstructs setting the gear setting of the sub-transmission to therequested gear setting without requiring reception of an additionalshift request signal for the requested gear setting.
 35. The method ofclaim 34, wherein the speed of a component of the vehicle is selectedfrom a speed of the power source, the transmission, the ground engagingmember, a flywheel of the power source, a drive shaft connecting thetransmission to the ground engaging member, and a propeller shaftconnecting the transmission to the ground engaging member.
 36. Themethod of claim 34, wherein the boundaries of the defined range differand are dependent upon which gear setting is requested as the requestedgear setting.
 37. The method of claim 34, wherein upon receipt of ashift request when the first set of shift conditions are not satisfied,causing one or more vehicle components to adopt settings causing thefirst set of shift conditions to be met.
 38. The method of claim 37,further including ceasing to instruct the one or more vehicle componentsto adopt the settings causing the first set of shift conditions to bemet once the sub-transmission is shifted to the requested gear setting.39. A method of operating a recreational vehicle including: receiving asignal requesting an operational mode for the vehicle; causing thevehicle to adopt the operational mode; receiving a request to place asub-transmission of the vehicle in a first gear setting; and preventinga sub-transmission from being placed in the first gear setting basedupon the requested first gear setting and the operational mode of thevehicle.
 40. The method of claim 39, wherein the operational mode is arock crawling mode and the first gear setting is a high-speed setting.41. The method of claim 39, wherein the operational modes includes aplow mode, and, when the plow mode is selected, causing alteration of ablade actuator responsive to a detected speed of the vehicle, responsiveto a detected setting of the steering input device, and responsive to adetected position of the plow blade.
 42. The method of claim 41, furtherincluding controlling a position of the plow blade responsive to adetermined gear setting of the sub-transmission.
 43. The method of claim41, further including controlling an angle of the plow blade in responseto a determined speed of the vehicle and a determined angle of asteering input device.
 44. The method of claim 41, wherein the detectedposition of the plow blade is determined from one or more settings ofthe at least one blade actuator.
 45. The method of claim 39, furtherincluding defining a first set of conditions in which gear shifting ispermitted and the first set of conditions is defined responsive to theoperating mode selected via a user interface.
 46. The method of claim39, further including defining a first set of gear ratios for at leastone of the sub-transmission and the transmission that are permitted andthe first set of gear ratios is defined responsive to the operating modeselected via a user interface.